Heart Raises A Further $107 Million For ES-30 Hybrid-Electric Airliner
The title of this post is the same as that of this article on Future Flight.
Nine companies and funds participated in the funding.
BAe Systems are helping to develop the battery system, as reported in this article on Future Flight.
These two paragraphs describe progress and range respectively.
Heart said that its main engineering goal this year is to complete the development of the ES-30’s powertrain. The company has begun type certification under EASA’s Part 25 rules for commercial aircraft and aims to complete this process in 2028, after achieving a first flight with a prototype in 2026.
The ES-30 will be powered mainly by four battery-driven electric motors, now bolstered by a pair of turbo generators to meet reserve energy requirements “without cannibalizing range.” The new model is expected to offer carriers an all-electric range of 200 kilometers (125 miles), with an extended full-payload range of twice that distance and the potential for longer hybrid-powered flights to 800 kilometers (500 miles) with 25 passengers, taking account of standard airline fuel reserves.
Things seem to be going well for the ES-30.
The Best Plane That Looks Like An Egg
The title of this post is the same as that of this article on interesting Engineering.
This is the sub-heading.
Celera 500L: Redefining aviation with its unique egg-shaped design, unparalleled fuel efficiency, and affordability.
These are the first two paragraphs.
In the world of aviation, where innovation meets the boundless sky, a groundbreaking aircraft is poised to redefine the future of air travel. Meet the Celera 500L, the brainchild of the Otto Aviation Group, an aircraft that not only boasts a distinctive egg-shaped design but also promises to transform the way we think about flying. Set to enter production in 2025, the Celera 500L is a testament to cutting-edge technology and forward-thinking design, promising to make air travel more cost-effective and eco-friendly than ever before.
One cannot help but be captivated by the Celera 500L’s futuristic aesthetics. Its unmistakable egg-shaped design is a departure from the traditional aircraft we’ve grown accustomed to seeing in the skies. However, this unique shape is not just for show; it’s the result of meticulous engineering aimed at reducing drag and maximizing efficiency.
I suggest you read the article and look at Interesting Engineering’s video.
After that have a good look at Otto Aviation’s web site.
Brief details of the business aircraft version are scattered through the pages.
- Passengers – 6
- Range – 5,000 miles
- Fuel-consumption – 33 miles per gallon.
- Power – Single pusher diesel engine.
The Otto Aviation web site, explains how it is done using laminar flow and advanced aerodynamics.
There is also this page on the ZeroAvia web site, which is entitled ZeroAvia & Otto Aviation Partner to Deliver First New Airframe Design with Hydrogen-Electric Engine Option.
Is a new world of aviation emerging?
Alaska Airlines Grounds 737 Max 9 Planes After Section Blows Out Mid-Air
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
A passenger plane lost a section of its fuselage in mid-air forcing it to make an emergency landing in the US state of Oregon.
Theses three paragraphs outline what happened.
The Alaska Airlines Boeing 737 Max 9 turned back 35 minutes into its flight to California after an outer section, including a window, fell off on Friday.
There were 177 passengers and crew on board and it landed safely in Portland.
The airline said it would temporarily ground all 65 of its 737 Max 9 aircraft to conduct inspections.
I think it is true to say that everybody was very lucky.
When I was a private pilot flying around the UK, Europe and Australia, I used to read the accident reports and I suspect there was a couple of structural failures like this, that had a much worse outcome.
These are two paragraphs from the BBC article.
In an audio clip, the pilot can be heard talking to air traffic control requesting a diversion.
“We are an emergency,” she said. “We are depressurised, we do need to return back.”
Strangely, this is the first airline incident or accident, I can remember, where the pilot was female. But there must have been others.
One of the genuine firsts, I have been involved in, was Air UK’s first flight with an all-female crew.It was probably in the 1980s and my late wife; C and myself flew from Stansted to Paris in a Short 360.
Conclusion
I would fly with a female pilot any time, but I doubt you’ll catch me in a Boeing 737!
Firm Develops Jet Fuel Made Entirely From Human Poo
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
A new aviation company has developed a type of jet fuel made entirely from human sewage.
These are the first three paragraphs.
Chemists at a lab in Gloucestershire have turned the waste into kerosene.
James Hygate, Firefly Green Fuels CEO, said: “We wanted to find a really low-value feedstock that was highly abundant. And of course poo is abundant.”
Independent tests by international aviation regulators found it was nearly identical to standard fossil jet fuel.
It certainly seems to have a lot going for it.
I have some other thoughts.
What About Disposable Nappies?
I wrote Are Disposable Nappies A Wasted Resource?, about making hydrocarbon fuels from disposable nappies.
Should Disposable Nappies Be Collected Separately?
My food waste is collected separately in a special bin. Hackney Council say this is what happens to food waste.
Food waste from households in Hackney is sent to an anaerobic digestion facility in south east England, where it’s turned into renewable energy to power homes and biofertiliser to be spread on local farmland to grow crops.
Surely, a similar or appropriate process could be used for disposable nappies.
Biomethane From Sewage Works
In Centrica Signs UK Biomethane Agreement With Yorkshire Water And SGN Commercial Services, I wrote about how Centrica have found a way to distribute biomethane from sewage works using the UK’s gas grid.
Could Firefly take the solids and Centrica the biomethane?
Given that water companies are regularly blamed for spilling sewage could there be an opportunity for a large sewage works to be a major producer of green fuels for agriculture, aviation, industry and road transport.
Airport Of The Future
I am fairly sure, that in ten years, there will be a lot of zero-carbon aircraft flying short haul routes. I have been particularly impressed by some of the ideas from Airbus, although Boeing seem to be very quiet on the subject. Perhaps it’s the difference between visionaries and engineers, and accountants.
But you rarely read anything about how airports are preparing for even a low-carbon future.
- Some long-stay car-parks could be made electric vehicles only, so they would become massive grid batteries, whilst owners are travelling.
- Airside vehicles can all be made zero-carbon.
- Sustainable aviation fuel (SAF) shouldn’t be a problem, as it would be handled like jet fuel.
- Do airports have a large enough grid connection for all the electrification of vehicles and some planes?
- Do airports have a plan for hydrogen?
The last two points, probably mean we should have built Maplin.
- It could have a cable and a hydrogen pipeline from wind farms and co-located hydrogen electrolysers in the Thames Estuary.
- The Elizabeth Line or a new line could easily be extended or built to the airport, to give a 125 mph connection.
But that enemy of the planet; Harold Wilson cancelled it.
Rolls-Royce Announces Successful Run Of UltraFan Technology Demonstrator To Maximum Power
The title of this post, is the same as that of this press release from Rolls-Royce.
This is the sub-heading.
Rolls-Royce today announces it has successfully run its UltraFan® technology demonstrator to maximum power at its facility in Derby, UK. The initial stage of the test was conducted using 100% Sustainable Aviation Fuel (SAF).
These are the first four paragraphs.
This is an important milestone for the UltraFan demonstrator, which was successfully tested for the first time earlier this year. Since then, the UltraFan team has been gradually increasing the power as part of the rigorous testing regime and the demonstrator has performed in line with our expectations. The results of the test will provide us with valuable learning and data, which our teams will now take away and continue to analyse.
This achievement reinforces our confidence in the suite of technologies that has been developed as part of the UltraFan programme. Confirming this capability is a big step towards improving the efficiency of current and future aero-engines as UltraFan delivers a 10% efficiency improvement over our Trent XWB, which is already the world’s most efficient large aero-engine in service. In total that’s a 25% efficiency gain since the launch of the first Trent engine.
UltraFan’s scalable technology from ~25,000-110,000lb thrust also offers the potential to power the new narrowbody and widebody aircraft anticipated in the 2030s.
As part of the UltraFan development programme we have identified a number of technologies that are potentially transferable to our current Trent engines, which will provide our customers with even greater availability, reliability and efficiency.
These are my thoughts.
What Is UltraFan?
UltraFan has a section in the Wikipedia entry for the Rolls-Royce Trent engine, where these are the two opening paragraphs.
After the Advance comes the UltraFan, initially aimed to be ready for service from 2025. A geared turbofan with a variable pitch fan system that promises at least 25% improvement in fuel burn, the UltraFan aims for a 15:1 bypass ratio and 70:1 overall pressure ratio.
The Ultrafan keeps the Advance core, but also contains a geared turbofan architecture with variable-pitch fan blades. As the fan will vary pitch to be optimised for each flight phase, it won’t need a thrust reverser. Rolls-Royce will use carbon composite fan blades instead of its usual hollow titanium blades, and along with new material adoption will save 340 kg (750 lb) per engine.
This is a bit different from previous engines.
Variable-Pitch Fan Blades
Variable Pitch Fan has its own Wikipedia entry, where these are the two opening paragraphs.
A variable pitch fan is similar in concept to that of a variable-pitch propeller and involves progressively reducing the pitch (or blade angle) of the fan on a turbofan as the engine is throttled. Although variable pitch fans are used in some industrial applications, the focus of this article is on their use in turbofan engines. No production engine uses such a feature; however, it will likely be required on at least some of the next generation of high bypass ratio turbofans.
One of the methods used to reduce Thrust-specific fuel consumption is to improve Propulsive Efficiency. This involves reducing the effective jet velocity of the engine by reducing specific thrust. This, in turn, reduces the optimum fan pressure ratio required and consequently the cold nozzle pressure ratio. At cruise flight speeds the nozzle is choked and the fan working line is fairly steep and linear. However, at low flight speeds the ram pressure rise in the air intake is so low the nozzle is well un-choked. Consequently, the fan working line is highly curved and well to the left of the cruise flight speed working line, potentially reducing the fan surge margin to a dangerous level, particularly at lower throttle settings. Readers unfamiliar with surge lines, working lines, etc. should read the Wikipedia article on Compressor map.
The extract says that no production engine uses this feature. So will UltraFan be the first?
Variable pitch fan blades seem to offer two advantages; better efficiency and lower weight. If the reliability is acceptable, then that must be a winner.
No Thrust Reverser
This sentence is also in the Wikipedia entry for Variable Pitch Fan.
One advantage of the variable fan option is that varying the fan pitch offers the possibility of reversing engine thrust without the need for heavy blocker doors, cascades, etc.
It does look like the UltraFan will be a lighter engine, than its predecessor.
Composite Fan Blades
Composite Fan Blades were tried in the 1960s for the Rolls-Royce RB211 engine.
But they failed and were replaced by titanium blades.
At the time, I was at Liverpool University and John Wilkinson was a fellow student.
John’s father was the manager of a Tesco store in Derby.
That Tesco store had a nice line in selling out-of-date chickens and turkeys to Rolls-Royce to test the engines for bird strikes.
Improving The Engine’s Efficiency
This is the second paragraph of the press release.
This achievement reinforces our confidence in the suite of technologies that has been developed as part of the UltraFan programme. Confirming this capability is a big step towards improving the efficiency of current and future aero-engines as UltraFan delivers a 10% efficiency improvement over our Trent XWB, which is already the world’s most efficient large aero-engine in service. In total that’s a 25% efficiency gain since the launch of the first Trent engine.
Note.
- The Trent engine was first run in 1990 and has improved 25 % since.
- The Trent XWB engine was first run in 2010 and has improved 10 % since.
The increase in efficiency appears to be linear.
A Saleable Design
This is the third paragraph of the press release.
UltraFan’s scalable technology from ~25,000-110,000lb thrust also offers the potential to power the new narrowbody and widebody aircraft anticipated in the 2030s.
If that means that an UltraFan can power an aircraft as small as an A320, then that is sensational, as it will give Rolls-Royce access to the A320/Boeing 737 market, where they have virtually no sales.
UltraFan Is About A Suite Of Technologies
This is from the second paragraph of the extract.
This achievement reinforces our confidence in the suite of technologies that has been developed as part of the UltraFan programme.
And this is the fourth paragraph.
As part of the UltraFan development programme we have identified a number of technologies that are potentially transferable to our current Trent engines, which will provide our customers with even greater availability, reliability and efficiency.
As you learn more about your future project, why not apply that knowledge to current projects.
Running On SAF Is Part Of The Testing
I’m reassured that testing of the technology using Sustainable Aviation Fuel has started early in the program.
This is surely going to be the fuel, that aircraft will use until hydrogen becomes available.
Conclusion
It looks like Rolls-Royce are redefining, what a standard aero engine looks like.
- It will give a 10 % fuel saving over their latest engines launched thirteen years ago.
- The UltraFan engines will save weight and hopefully more fuel.
- It will allow Rolls-Royce to compete in the A320/737 market, where they have no engine at present.
I would watch the share price
Rolls-Royce Successfully Completes 100% Sustainable Aviation Fuel Test Programme
The title of this post, is the same as that of this press release from Rolls-Royce.
This is the sub-heading.
Rolls-Royce today announces that it has successfully completed compatibility testing of 100% Sustainable Aviation Fuel (SAF) on all its in-production civil aero engine types.
These are the first three paragraphs.
This fulfils a commitment, made in 2021, to demonstrate there are no engine technology barriers to the use of 100% SAF.
A ground test on a BR710 business jet engine at the company’s facility in Canada, completed the test regime. Other engines tested as part of the programme were: Trent 700, Trent 800, Trent 900, Trent 1000, Trent XWB-84, Trent XWB-97, Trent 7000, BR725, Pearl 700, Pearl 15 and Pearl 10X.
Testing has involved a variety of ground and flight tests to replicate in-service conditions. All the tests confirmed the use of 100% SAF does not affect engine performance.
That would appear to be very comprehensive.
Conclusion
Rolls-Royce look like they are prepared for sustainable aviation fuel!
But are operators, airlines, airports and aircraft manufacturers?
Virgin Atlantic Granted Permit For Historic 100% Sustainable Aviation Fuel Flight
The title of this post, is the same as that of this press release from Virgin Atlantic.
These two paragraphs outline the proposed flight.
Virgin Atlantic’s historic 100% sustainable aviation fuel flight has been granted a permit to fly by the Civil Aviation Authority.
Virgin Atlantic plans to fly across the Atlantic from London Heathrow to New York JFK on 28 November 2023 to test and showcase the feasibility of flying on 100% SAF.
Note.
- Strangely, I’ve never flown Virgin, although I did once book then to go to Kenya, but as the flight was cancelled at the last minute, I swapped to Kenya Airways.
- Virgin have seventeen Rolls-Royce-powered Boeing 787s.
As Branson is involved, I do wonder, if this is more about PR than anything else.
This paragraph talks about sustainable aviation fuel (SAF).
SAF is fuel derived from non-petroleum based renewable sources that is capable of being used as a replacement for, or blended with, kerosene. SAF can currently be used in jet engines to a maximum blend of 50% with traditional kerosene without the need for any modifications. There are several processes to produce SAF, including algae, synthesised fuels from hydrogen waste, or from directly capturing carbon dioxide. When fully replacing kerosene, SAF could reduce lifecycle carbon emissions by over 70% compared to conventional fossil jet fuel.
There is nothing specifically said about the fuel, that Virgin Atlantic will use.
I first mentioned this flight in a post in December 2022, which is entitled World’s First Net Zero Transatlantic Flight To Fly From London in 2023, Powered By The Rolls-Royce Trent 1000.
The press release from Rolls-Royce, said that the flight would be this year. So, that appears to be happening.
In fact, it does appear that Rolls-Royce are being thorough with their testing of sustainable aviation fuel, as these posts include both Rolls-Royce and sustainable aviation fuel.
- Rolls-Royce Completes Next Step On Its Journey To Decarbonising Business Aviation
- New Rolls-Royce Small Engine Set To Begin Tests To Advance Hybrid-Electric Flight
- Rolls-Royce And Gulfstream Give Wings To Sustainable Business Aviation
- News Of The Day From Rolls-Royce
- First In-flight 100% Sustainable-Fuels Emissions Study Of Passenger Jet Shows Early Promise
- Rolls-Royce Joins Boeing And World Energy For Successful 100% Sustainable Aviation Fuel Flight
Several are based on Rolls-Royce press releases.
Rolls-Royce Completes Next Step On Its Journey To Decarbonising Business Aviation
The title of this post, is the same as that of this press release from Rolls-Royce.
This is the sub-heading.
Rolls-Royce today announces the successful completion of a series of tests with 100% Sustainable Aviation Fuel (SAF) on its latest generation of business aviation engines, the Pearl 15 and the Pearl 10X. The Pearl 15, the first member of the Pearl engine family, powers Bombardier’s Global 5500 and 6500 aircraft, while the Pearl 10X will power Dassault’s ultra-long-range flagship aircraft, the Falcon 10X.
These are the websites for the three aircraft, with number of passengers, typical cruise speed and range.
- Bombardier Global 5500 – 16 pax – Mach 0.85 – 5900 nm
- Bombardier Global 6500 – 17 pax – Mach 0.85 – 6600 nm
- Dassault Falcon 10X – 19 pax – Mach 0.925 – 7500 nm
This screenshot from the Dassault Falcon 10X web site shows the range from London.
Note that Buenos Aires, the Falkland Islands, Seattle, Seoul and Tokyo are all within range.
I have a few thoughts and observations.
Jet A-1 And 100% SAF
This paragraph from the press release describes how Rolls-Royce are testing the compatibility of Jet A-1 and 100% SAF.
As well as proving compatibility with 100% SAF another target of the test campaign was to run a back-to-back engine test with both Jet A-1 and SAF on the same Pearl 10X engine. The aim was to confirm further improvements in the environmental footprint when switching to SAF. The results from this first back-to-back engine emission test under standard certification conditions provides important correlations for the evaluation of future SAF within our environmental strategy.
Compatibility and back-to-back running is surely very important, as it could be many years before all airports can supply 100 % SAF for visiting jet aircraft.
The Fuels Used In The Tests And The Benefits
These two paragraphs from the press release describes the fuels used and the benefits..
The HEFA (Hydro-processed Esters and Fatty Acids) SAF was produced from waste-based sustainable feedstocks such as used cooking oils and waste fat. This fuel has the potential to significantly reduce net CO2 lifecycle emissions by about 80% compared to conventional jet fuel.
The back-to-back tests conducted with conventional fossil-based fuel and subsequently SAF also confirmed a cleaner combustion of the sustainable fuel, with significantly lower levels of non-volatile particulate matter (nvPM). In combination with the low NOx combustor technology of the Pearl 10X and its additive manufactured combustor tiles a reduction of all emissions was achieved.
Note.
- An eighty percent reduction in lifecycle emissions is not to be sneezed at.
- Cleaner combustion and low NOx emissions are very much bonuses.
- Additive manufacture is better known as 3D-printing and I’m not surprised that Rolls-Royce have embraced the technology.
As an engineer and retired light aircraft pilot, I suspect the tests have met Rolls-Royce’s objectives.
Moving To 100 % SAF
This is the final paragraph of the press release.
The tests demonstrated once again that Rolls-Royce’s current engine portfolio for large civil and business jet applications can operate with 100% SAF, laying the groundwork for moving this type of fuel towards certification. At present, SAF is only certified for blends of up to 50% with conventional jet fuel. By the end of 2023 Rolls-Royce will have proven that all its in-production Trent and business aviation engines are compatible with 100% SAF.
It must be a good selling point for aircraft equipped with Rolls-Royce engines, that the buyer knows that the aircraft can run on 100% SAF.
100 % SAF As An Airline Marketing Tool
It will be interesting to see how airlines use 100% SAF to sell tickets.
As an example, I can see routes like London and Scotland becoming very competitive.
- Avanti West Coast, LNER and Lumo already run all-electric trains to Edinburgh and Glasgow.
- The technology exists to decarbonise trains to Aberdeen and Inverness..
- Other open access operators could well move in to a lucrative market.
- The only way, that the airlines will be able to compete on emissions, would be to move to 100 % SAF.
There must be hundreds of routes like London and Scotland around the world.
100 % SAF And Business Jets
In A Class 319 Train, But Not As We Know It!, I told this tale.
I am reminded of a tale, that I heard from a former GEC manager.
He was involved in selling one of GEC’s Air Traffic Control radars to a Middle Eastern country.
The only working installation of the radar was at Prestwick in Scotland, so he arranged that the dignitaries and the sales team would be flown to Prestwick in GEC’s HS 125 business jet.
As they disembarked at Prestwick and walked to the terminal, the pilot called the GEC Manager over.
The pilot told him “The Scottish Highlands at this time of the year, are one of the most beautiful places in the world! Would you and your guests like a low-level tour on the way back? I can arrange it, if you say so!”
Despite knowing GEC’s draconian attitude to cost control he said yes.
The sale was clinched!
I also remember an article in Flight International about how JCB sold diggers.
- Dealers in a country like Greece would put together a party of prospective customers.
- The customers would then be flown to East Midlands Airport in JCB’s business jet, which is close to the JCB factory at Rocester.
- After a sales demonstration and a tour of the factory they would be flown home.
I once met a lady who had been one of JCB’s cabin staff and she told me it was a very successful sales technique.
I suspect that a business jet running on 100 % SAF would be an even better sales aid.
There are also increasing protests from the greens about business jets, which are seen as producing pollution and are only the toys of the rich and powerful.
Surely, if they were running on 100 % SAF, this would make business jets more acceptable.
100 % SAF And Niche Airlines
In the web site for the Falcon 10X, there is a section called Mission Flexibility, where this is said.
As large as it is, the Falcon 10X can still access typical airports serving business aviation as well as others with challenging approaches. The Falcon 10X will be London City-capable so that it can fly you straight into the heart of global finance. When you’re ready for rest and relaxation, the 10X can whisk you to out-of-the-way corners of the world.
British Airways used to run a service between London City Airport and New York.
- The route used 32-seat Airbus A-318 airliners.
- The flight stopped at Shannon for refuelling.
- It was business class only.
I suspect someone will think about running a similar London City Airport and New York service using a Falcon 10X.
- It has nineteen seats.
- It could do it in one hop.
- It could run on 100 % SAF.
- British Airways must have all the passenger data from the discontinued service.
- A Falcon 10X flies higher than a Boeing 767, Boeing 787 or an Airbus A350.
I have a feeling that flight time would be comparable or better to a flight between Heathrow and New York.
Conclusion
Rolls-Royce would appear to have the right strategy.
If I was going to New York in business class, I’d use it.
The Anonymous Widower 